/7VCTS, QUESTIONS AND ANSWERS ABOUT SAN FRANCISCO INTERNATIONAL AIRPORT DOCUMENTS APR 2 8 1975 SAN FRANCISCO PUBLIC ClBMHsjf AIRPORTS COMMISSION CITY AND COUNTY OF SAN FRANCISCO INTRODUCTION TO SAN FRANCISCO INTERNATIONAL AIRPORT JOSEPH L. ALIOTO Mayor of San Francisco The Airports Commission, City and County of San Francisco, operates San Francisco International Airport as a public service enterprise for residents and visitors of the Greater San Francisco Bay Area, Northern California, Southern Oregon and Western Nevada, as well as travelers between the continental United States and the Far East, other Pacific lands, and other World Cities. Many Airport services are maintained around the clock to assist travelers. Passenger conveniences include nurseries for small children, an outstanding USO lounge for Armed Forces personnel, banks, foreign money exchange, baggage lockers, U.S. Postal Office, a duty free shop and a new 24 hour medical clinic staffed with 6 doctors. Travelers Aid Society is available without cost to assist those in need, as are many other important facilities designed to serve the public. Airporter coaches, taxis, limousines, Greyhound Bus, helicopters and third level air carriers provide service to and from downtown San Francisco and Bay Area cities. For private autos, SFIA provides some 5,500 public parking spaces, including close-in garage parking, valet parking, convenient low price lots for long term parking and a free shuttle bus to all airport parking. San Francisco International Airport is served by 23 scheduled airlines with service ranging from local bay area helicopter service to world- wide passenger and cargo service on international routes. The air lanes between San Francisco and Los Angeles are the most heavily traveled in the world. Scheduled commuter airlines offer service to more than 30 Northern California cities. The Airports Commission welcomes you to San Francisco International Airport — America's air gateway to the World and to the city preferred by most Americans. AIRPORTS COMMISSION CITY AND COUNTY OF SAN FRANCISCO Left to Right: Joseph P. Mazzola, Wallace R. Lynn, William K. Coblentz, William H. Chester, and William E. McDonnell, President. 1X1 SAN FRANCISCO PUBLIC LIBRARY 3 1223 04180 0542 HOW DOES SFIA OPERATE FINANCIALLY WITHOUT BECOMING AN ADDITIONAL TAX BURDEN? FISCAL OPERATIONS AND POLICIES AT SFIA. San Francisco International Airport operates on a completely self-sustaining basis. 1974 marks the 18th consecutive year in which all operations expenditures and debt service costs were paid solely out of airport revenues. are based on a ledule which in- SAN FRANCISCO PUBLIC LIBRARY REFERENCE BOOK Not to be taken from the Library of utilities and ces iram and policies ' $50 million in orn out facilities, nprovements. Fiscal operations have been a paramount factor in formulating the financial feasibility plan for further development and expansion of the Airport necessary to meet increased public demand for air transporta- tion. In addition to the $98 million general obligation bond issue approved by San Francisco voters in 1967 (to be fully repaid from Airport revenues), additional funds to finance the construction of facilities will be provided from the sale of Airport Revenue Bonds, appropriations from Airport revenues, and federal aid. Approximately $280 million in revenue bonds will be needed through 1981 to meet the balance of capital fund requirements associated with the Airport Pro- gram. Airport revenues, federal aid and interest on uncommitted funds will provide the remaining dollars required to supplement the proposed program. Based upon detailed studies and analyses, the pro- posed Development Program has been found to be financially feasible, through the generation of Airport revenues alone. FISCAL YEAR 1973 - 74 SAN FRANCISCO AIRPORTS COMMISSION SAN FRANCISCO AIRPORTS COMMISSION WHERE THE MONEY COMES FROM WHERE THE MONEY GOES SAN FRANCISCO PUBLIC LIBRARY 3 1223 04180 0542 HOW DOES SFIA OPERATE FINANCIALLY WITHOUT BECOMING AN ADDITIONAL TAX BURDEN? FISCAL OPERATIONS AND POLICIES AT SFIA. San Francisco International Airport operates on a completely self-sustaining basis. 1974 marks the 18th consecutive year in which all operations expenditures and debt service costs were paid solely out of airport revenues. Continued self-sufficient operations are based on a sound airport operating revenue schedule which in- cludes: • Airline user fees (Landing fees) • Concession fees • Terminal Rental Fees • Ground rentals • Fees and charges from the sale of utilities and other services • Other miscellaneous revenue sources Since 1957, the Airport's fiscal program and policies have enabled SFIA to invest over $50 million in reconstruction and replacement of worn out facilities, equipment replacement and capital improvements. Fiscal operations have been a paramount factor in formulating the financial feasibility plan for further development and expansion of the Airport necessary to meet increased public demand for air transporta- tion. In addition to the $98 million general obligation bond issue approved by San Francisco voters in 1967 (to be fully repaid from Airport revenues), additional funds to finance the construction of facilities will be provided from the sale of Airport Revenue Bonds, appropriations from Airport revenues, and federal aid. Approximately $280 million in revenue bonds will be needed through 1981 to meet the balance of capital fund requirements associated with the Airport Pro- gram. Airport revenues, federal aid and interest on uncommitted funds will provide the remaining dollars required to supplement the proposed program. Based upon detailed studies and analyses, the pro- posed Development Program has been found to be financially feasible, through the generation of Airport revenues alone. FISCAL YEAR 1973 - 74 SAN FRANCISCO AIRPORTS COMMISSION SAN FRANCISCO AIRPORTS COMMISSION WHERE THE MONEY COMES FROM WHERE THE MONEY GOES THE GROWTH OF SAN FRANCISCO INTERNATIONAL AIRPORT IN PASSENGER AND CARGO IN THE PAST DECADE PASSENGER TRAFFIC AT SAN FRANCISCO INTERNATIONAL AIRPORT Following a levelling period during 1970-71, an im- provement in the national economy returned passen- ger and cargo figures to an upward trend, with all time highs recorded at SFIA during 1973-74. All indicators point to future years showing even greater increases. Q WILL AN INCREASE IN PASSENGER TRAFFIC RESULT IN MORE NOISE AND SMOKE POLLU- TION? A The general increase in passenger traffic over the last half dozen years has been handled with a decrease in scheduled aircraft movements. This is good news for our environment. Resulting from the introduction and increased use of wide-bodied jets, which are substantially quieter and smoke- free, this favorable trend will continue as new aircraft replace the old, noisier jets. The older planes not only carry fewer passengers, they also produce more objectionable noise and smoke pol- lution. Reviewing the past dozen years shows that passen- ger traffic at SFIA has tripled, while scheduled aircraft movements have declined for six consecu- tive years, and in 1973-74 are actually the lowest since 1967-68. This trend will continue at the present level. Concern for our environment requires that future increases in the numbers of passengers through San Francisco International Airport should be handled through the ability of the airlines to carry more people on fewer flights. It is obvious that public demand for airline transportation will continue to grow steadily. The need to modernize and develop the present outmoded SFIA terminal complex has never been more clearly demonstrated than by these charts. AIRCRAFT MOVEMENTS 100 150 200 250 300 350 400 SCHEDULED AIRLINES ALL OTHER PASSENGER FLOW TOTAL AIR CARGO now approaching an annual billion pounds, reached a record high of 950 million pounds in 1973-74. This was due entirely to air freight. Air express declined because of cost factors with shippers getting rapid delivery at the lower freight rates. The ten-year picture shows air cargo has quadrupled in that period. 3 1223 04180 0542 S.F. PUBUC LIBRARY D REF 387.736 F1198 HISTORY AND LITTLE KNOWN FACTS ABOUT SAN FRANCISCO INTERNATIONAL AIRPORT What is now the San Francisco International Airport began operations in 1927 on 155 acres of leased land with a 1700 ft. graded dirt landing strip as its runway. Since then, the City and County of San Francisco and the airport tenants have invested over $300 million in meeting the ever-changing needs of air transportation. Prior to 1970 the airport operated as a department of the San Francisco Public Utilities Commission. In January 1970, Mayor Joseph L. Alioto proposed a charter amendment establishing a separate Airports Commission to the People of the City and County of San Francisco. The voters approved the amendment and the Airports Commission was established in September 1970. Facts, questi answers about [ 1975? ] ons and San By the charter, the Airports Commission is empow- ered to utilize revenue bonds, thus providing a wider base for financing and a new basis for planning and development of the airport. One of the first acts of the Airports Commission was to require the airport staff to prepare an updated analysis of future airport requirements to meet an obvious upswing in air passenger traffic. In December 1972 the Airports Commission adopted the current development pro- gram designed to modernize and renovate air terminal facilities through 1985. 1. SFIA is situated on 5200 acres, of which approxi- mately 2500 are under water. SFIA is land limited. Development is restricted to the existing acreage. 2. The airport is staffed by approximately 500 city employees. It is host to 1 18 tenants, including the airlines, who employ a force of approximately 35,000 people. The terminal complex, including the buildings, the concourses, piers, gate areas, parking garage, totals over 1,500,000 square feet of floor area which must be maintained by the airport custodial de- partment. Airfield area includes runways, taxi-ways, aprons and gate positions along the adjacent areas within the clearance limits. 3. The total paved area is 2,650,000 square yards or roughly the equivalent of 200 miles of two-lane highway. There are 18 miles of roadway and over 300,000 square years of vehicle parking areas to be maintained. Also, 65 miles of primary cables in the airfield lighting system must be maintained in an operable condition 24 hours a day. 4. The domestic water system at the airport consists of 13 miles of mains, including valves, hydrants, meters, emergency storage and emergency pumps, operating 24 hours a day. 5. The sanitary sewage system consists of 12 miles of sewers, 20 sewage pumping stations, and a 2.75 million gallons per day capacity water quality control plant which functions around the clock. 6. The industrial waste water drainage system consists of 45 miles of drain lines and five major pumping stations with 1,000 catch basins and drainage inlets. 7. The electrical distribution system includes 80 miles of single conduit primary distribution system, 12 kilovolt and 4 kilovolt, high voltage, 31 substa- tions, switch gear and 420 meters. 8. During fiscal year 1973-74, SFIA processed 17.1 million passengers at an average rate of some 46,000 passengers daily. Indicators for the forsee- able future point to the annual passenger volume to continue to increase, while the number of scheduled airline operations will level off or de- cline. SAN FRANCISCO INTERNATIONAL AIRPORT AND THE ENVIRONMENT A major responsibility of airport management today is to explain the airport — its services, potential and needs — to neighboring communities. In recent years, concern for the effect of noise and air pollution on our environment has become a major issue, requiring San Francisco's Director of Airports to devote a considerable amount of time and effort in minimizing the effect of airport operations on our neighbors on the San Francisco Peninsula. Sharing this concern, the Director of Airports interfaces with residents of neighboring communities and those who espouse the causes of conservation and ecology, attempting to satisfy conflicting expectations and demands of diverse and powerful systems while maintaining the viability of the airport. The Director of Airports is at the center of the problem, the causes and solutions of which lie largely beyond his influence and control, yet which have a serious impact on operations and planning at San Francisco International. The Federal Aviation Administration certifies aircraft for flight, including approval of engine noise levels. Airlines formulate schedules and pilots determine the actual operation and flight paths of aircraft within FAA regulations. A San Mateo County Commission is responsible for land zoning around the Airport. The courses of action open to the Director of Airports are limited and largely deal with public relations, noise abatement programs and presentations at hearings. Tracor Sciences and Systems of Austin, Texas, a leading firm in the field of Aircraft Noise Monitoring Systems, was selected to provide San Francisco International Airport with the latest generation of equipment to monitor aircraft noise at specified ground locations under the flight patterns of arriving and departing aircraft. Tracor Sciences provided a similar system for another airport which has been highly reliable and accurate in providing aircraft noise data. Installation of an integrated aircraft noise monitoring system at San Francisco International is required to comply with noise measurement standards imposed by California Noise Standards under Title 4, California Administrative Code, Department of Aeronautics, Section 5012.L.C. The San Francisco International Airport Noise Monitoring System includes 13 remote noise monitoring terminals located in the cities of Brisbane, South San Francisco, San Bruno, Millbrae, Burlingame, Hillsborough and Foster City. Aircraft noise information is automatically fed into a digital computer for recording and read out, interfacing with an aircraft and tower sub-system to record and play back communications and time of day data. A weather monitor capability is included to assist the Airport in final read out and interpretation. Much of the hardware is of unique construction. Tracor Sciences and Systems will require the better part of a year to manufacture and install the equipment under rigid Airport performance specifications. The San Francisco International Airport Noise Monitoring System will be the latest development in the noise monitoring field and will enable the Airport to quantitatively measure noise produced by arriving and departing aircraft determining their compliance with the absolute noise limits established by the California Noise Standards. Q WHAT STEPS DOES SAN FRANCISCO INTERNATIONAL AIRPORT TAKE TO MINIMIZE AIRCRAFT NOISE? A To help alleviate the problem of objectionable aircraft noise San Francisco International Airport has: • Established a Sound Abatement Center to institute and encourage sound abatement programs with the FAA and airlines. • Encouraged aircraft engine retrofitting programs by airlines. • Limited the use of certain runways. • Altered take-off and landing approach patterns? • Restricted engine run-ups as to location and hours. Q WHAT ARE THE FUNCTIONS, ACTIONS AND RESULTS OF ESTABLISHING THE SFIA SOUND ABATEMENT CENTER? i A SOUND ABATEMENT: An enormous effort to control aircraft noise near airports has occupied many of the best engineering minds in the aircraft and air transportation industries for years and many millions of dollars have been TAKE-OFFS THAT AVOID RESIDENTIAL AREAS. A ma- jor factor in keeping the jet noise annoyance to a minimum is the use of preferential run- ways when weather conditions permit. The average runway us- age over a year's period on a percentage basis, clearly shows that more than two-thirds of all jet aircraft take-offs are over water and avoid residential areas. JET ENGINE TESTS requiring high speed run-ups are conduct- ed at a prescribed point of San Francisco International Airport nearly two miles from the clos- est dwelling. This procedure aids greatly in reducing possible jet sound nuisance to adjacent areas. ▲ AIRPORT NOISE MONITOR STATION spent in the search for answers. Airlines, federal agencies, airports and pilots have, from the start of the jet age, combined their best talents in an unending endeavor to find better methods of minimizing jet noise over communities adjacent to airports. Aircraft manufacturers, working with the airlines and federal agencies, have developed constantly improved jetliners with quieter engines which have eased the airport noise situation considerably. SOUND ABATEMENT CENTER: With the coming of the jet age in 1960, several communities surrounding San Francisco International Airport were subjected to a new noise from overflying jets. To improve the jet noise situation, the San Francisco International Airport Sound Abatement Center was organized with membership from all airlines, the Air Transport Association, the Air Line Pilots Association, San Francisco International Airport, and the Airports Commission, City and County of San Francisco. During the past eleven years, the Center has taken significant steps in reducing jet noise, resulting in Airport neighbors having less annoyance from aircraft noise than those in the vicinity of many other major airports. Telephone 589-3100 to reach the Center for information relative to aircraft noise. PREFERENTIAL RUNWAY SYSTEM: The Sound Abatement Center and the Federal Aviation Administration have developed a preferential runway system to avoid takeoffs and landings over inhabited areas whenever wind and weather conditions permit. As a result, over 98% of jet landings at San Francisco International Airport are made from over San Francisco Bay. Annually, more than two-thirds of takeoffs, under the preferential runway system, are made over water, while less than one-third are over populated areas. SOUND ABATEMENT FLIGHT PROCEDURES: Guided by Sound Abatement Center recommendations, and with the cooperation of the airlines and their pilots, aircraft now take off from San Francisco lntoin.ition.il Aupoit utilizing refined procedures of engine and flap settings designed to minimize the jet noise over neighboring communities. Additionally, a shoreline departure has been initiated which takes aircraft away from local communities. During visual approach weather, a modified San Mateo Bridge approach is used to alleviate noise. RUNWAY LENGTHENING: Over $9 million has been expended by the San Francisco Airports Commission for thfl extension of Runway 28R, thus making it possible for jets to achieve higher altitude on takeoffs over neighboring communities with resultant reductions in jet noise. MAINTENANCE NOISE: The Sound Abatement Center has arranged for a curfew on maintenance noise benvtvn Id p.m. and 7 a.m. If between these hours an emergency makes it necessary to run tests on jet engines, the airlines take aircraft out to a runup pad located some two miles from the nearest residence, with jet exhaust oriented out over the bay. GARAGE Closest to Terminals: The Garage provides the only indoor parking available at the Airport. TERMINAL & PARKING MAP ECONOMY PARKING Avoid heavy traffic - easy entry. Lowest rates available. Free continuous shuttle service from your car to any Terminal. Use "Airport Shops" turn-off from U.S. 101. CURRENT AUTHORIZED PARKING RATES HOURS Over Less Than Garage* Rate Parking Lots Rate 1 $ .50 $ .50 1 2 1.00 1.00 2 3 1.50 1.00 3 4 2.00 1.00 4 5 2.50 1.00 5 6 3.00 1.00 6 7 3.50 1.00 7 8 4.00 1.00 8 9 4.00 1.25 9 10 4.00 1.25 10 11 4.00 1.50 11 12 4.00 1.50 12 13 4.00 1.75 13 14 4.00 1.75 14 15 4.00 2.00 15 16 4.00 2.00 16 17 4.00 2.25 17 18 4.00 2.25 18 19 4.00 2.50 19 20 4.00 2.50 20 21 4.00 2.50 21 22 4.00 2.50 22 23 4.00 2.50 23 24" *4.00 *2.50 *Over 24 hours: Additional hours to be computed on the above schedule. **Add $3.00 to garage charges for valet service. PARKING TIPS In accordance with recent Federal Aviation requirements, all boarding passengers must submit to a search of all hand carried luggage and walk through a security device. It is sug- gested that all departing passengers arrive at least 60 minutes prior to scheduled departure time. Schedule additional time for travel to and from the Airport, particularly at the begin- ning and end of the holiday periods, when traffic congestion is at its peak. When driving to pick up incoming passengers, plan to arrive in front of the terminal at least 30 minutes after the flight's arrival to allow for baggage collection. We suggest you utilize the convenient Shut- tle Bus System during peak travel periods. Don't leave valuables in car — 24 hour lockers at all Terminals. Lock car — note location on ticket, ticket with you. Take NO WALKING OR CARRYING YOUR BAGS CONTINUOUS FREE SHUTTLE BUS SERVICE FROM YOUR CAR TO ANY TERMINAL DOOR PUBLIC TRANSPORTATION SCHEDULED SERVICE AIRPORT LIMOUSINE SERVICE AIRPORTER COACH SCHEDULE INTERNATIONAL AIRPORT TO: San Francisco $22.00 San Jose 32.00 Redwood City 28.00 San Mateo 28.00 Oakland (via San Francisco) 32.00 San Rafael 36.00 (Available on call 24 hours-a-day. Arrival level — South & Central Terminals) GREYHOUND BUS INTERNATIONAL AIRPORT TO: San Francisco (7th & Mission Sts.) $1.00 San Jose 2.05 Redwood City 1 .00 San Mateo 85 Oakland (via San Francisco) 1 .55 San Rafael (change at San Francisco) 2.08 (Bus stops — Arrival level between Central & South Terminals; Road R-16 between Hilton Inn and entrance to Pan Am lot.) TAXI (All fares approximate dependent on waiting time and specific destination) INTERNATIONAL AIRPORT TO: San Francisco $13.00 San Jose . . . 41.00 Redwood City 11.00 San Mateo 7.50 Oakland 22.50 (Arrival level — South & Central Terminals) AIRPORTER COACH SERVICE INTERNATIONAL AIRPORT TO: San Francisco (O'Farrell & Taylor Sts. -Treasure Island) .... $1.15 San Jose 2.75 Redwood City 1 .35 San Mateo 80 Oakland (via Treasure Island & Oakland Army Base) ... 1.25 (Arrival level — South & Central Terminals) CHILD (5-11) $.60 % Fare 1 /s Fare 1 / 2 Fare K Fare SAN FRANCISCO INTERNATIONAL AIRPORT/DOWNTOWN SAN FRANCISCO AIRLINE TERMINAL (Taylor & O'Farrell) TO SAN FRANCISCO INTERNATIONAL AIRPORT FROM: 6:00 a.m. - 10:00 p.m. . . 10:00 p.m. - 12:00 midnight 12:00 midnight - 6:00 a.m. . Every 15 minutes . Every 30 minutes Scheduled according to flight departures 12:00 midnight • 1 :00 a.m. ■ 2:00 a.m. • 3:30 a.m. 4:10 a.m. ■ 5:30 a.m. FROM SAN FRANCISCO INTERNATIONAL AIRPORT FROM: 6:00 a.m.- 10:00 p.m. . . 10:00 p.m. - 12:00 midnight 12:00 midnight - 6:00 a.m. . . Every 15 minutes . . Every 30 minutes . Scheduled according to flight arrivals FROM SAN FRANCISCO INTERNATIONAL AIRPORT TO DOWNTOWN OAKLANO AND INTERMEDIATE POINTS READ DOWN 2 4 6 TRIP NUMBER 1 3 5 Lv 600a 130p 645p San Francisco Int'l Airport Ar 800a 345p 845p Ar 200p "715p Treasure Island Lv 315p •715p Ar 635a 21 5p 730p Oakland Army Base (Building #640! Lv 715a 300p 810p Ar 645a 230p 740p Oakland Cont'l Trailways 20th & Telegraph Lv 700a 245p 755p 'Same bus discharges and accepts passengers at Treasure Island for San Franc/sco Airport. SAN JOSE MUNICIPAL AIRPORT/ SAN FRANCISCO INTERNATIONAL AIRPORT VIA PENINSULA INTERMEDIATE STOPS TO: S. J. MUNI AIRPORT (read down) TO: S. F. INT'L AIRPORT Irntd up) 16 815a '820a '825a '830a '835a '840a •845a 850a 900a 905a ■915a "920a 930a 940a 18 20 400p 405p 410p 415p 420p 425p 430p 435p 445a 800p 805p '81 Op 81 5p '820p '825p '830p 835p 845p 850p '855p '900p 305p 915p TRIP NUMBER S.F. Int'l Airport Burlingame (1) San Mateo 111 Belmont (II San Carlos 1 1 1 Redwood City 111 Menlo Park 111 Palo Alto-Card. Palo Alto-Rickey Mountain View Sunnyvale Santa Clara S.J. Muni Airport Son Jos* 17 1200n 1155a '540p 1 150a 1 145o I 1 411.1 1135a 1130a 1125a 1115a 1 1 10a 1100a 1055a 1045a 1035. 19 545p 535p 530p 520p 515p 510p 500p 21 1055p 1050p 104 bp 1040p 1035p 103Op 1025p lOTOp lOlOp lOObp 9bbp 950p 940p 93Qp Quoted fares subject to change - Check with carrier *TERMINAL AREA. Included in this category are the terminal build- ings themselves and the supporting ground transportation system. The new facilities will allow full utiliza- tion of wide-bodied aircraft with attendant reductions in numbers of flights needed to handle 31 million passengers per year. This latter fact is the basis for the A BAG projec- tion of less noise pollution in 1985 than in 1970. *AIRSIDE AREA. Comprises the im- provement of runways, taxiway systems and aprons designed to in- sure greater safety and efficiency of operation for the new, larger air- craft. Hi-speed exit taxiways and taxiway lighting are included, along with a special Noise Monitoring Pro- gram that will develop data from which further noise abatement pro- cedures and systems can be de- veloped. * LANDSIDE AREA. These projects, providing support facilities for the activities of the Airport, consist of Landside Facilities and Airport Ser- vice Facilities. SAN FRANCISCO INTERNATIONAL AIRPORT GROWTH. In 1966, in an effort to establish a base for future planning, the management of San Francisco International Airport undertook studies of then-current and anticipated air travel. Early predictions of 16 to 18 million air passengers annually were quickly and dramatically outdated with the advent of wide-bodied jets and an unpecedented growth in air travel. On short order a master plan was created, and implemented by the Airport's Division of Planning and Development, which was charged with the responsibility of developing a suitable expansion program. San Francisco Airport Architects, a joint venture of John Carl Warnecke & Associates and Dreyfuss & Blackford, was retained to develop the plan, and in 1968, was awarded a contract for architectural and engineering services for designing six satellite boarding areas, a new North Terminal building, a South Terminal addition to receive international arrivals, roads, utilities and support facilities. During the same period, beginning in 1967, the Association of Bay Area Governments (ABAG), through its Regional Airport System Study Committee, undertook an in-depth study seeking solutions to the proliferating problems facing Bay Area airports. Problems brought about by growth and by subsequent strain on airport facilities. While conducting this searching study, the ABAG Committee diligently explored every facet of airport problems. A principal concern was to find ways to minimize the impact which needed changes might have upon the environment. Technical studies were conducted over a wide range of subjects, including access and capacity requirements, environmental and economic aspects and a number of special subjects dealing with interrelationships with other regions, vertical and short take-off and landing aircraft, and airport ownership. Many public hearings were held to elicit a solid and meaningful public reaction. The study resulted in a region-wide plan encompassing the entire San Francisco Bay Area. An Environmental Impact Report (EIR) for the proposed development program of San Francisco International Airport was prepared and thoroughly aired in both San Francisco and San Mateo counties, as well as before the San Mateo Airport Land Use Committee and the San Mateo Planning Commission. On May 1, 1973, the Airports Commission certified the completeness and adopted the final EIR forwarding it to the Board of Supervisors, City and County of San Francisco. On June 4, 1973, the Board of Supervisors referred the Airport Development Program EIR to the City Planning Department, which in turn prepared a revised EIR, held public hearings and adopted the final report on October 18, 1973. Following additional public hearings, the Board of Supervisors, City and County of San Francisco, adopted the final EIR on December 26, 1973. San Francisco International Airport is proceeding with the next phase of the Development Program — the construction of the North Terminal and additions to the Airport Garage — which, when completed, will alleviate the present extreme congestion now being experienced in the terminal buildings, roadways and supporting ground transportation systems. FUTURE PLANS FOR SAN FRANCISCO INTERNATIONAL AIRPORT A PERSONAL MESSAGE FROM THE DIRECTOR OF SAN FRANCISCO INTERNATIONAL AIRPORT San Francisco International Airport has embarked on an extensive program to modernize, improve and develop our passenger terminals and certain support facilities. The requirement to develop further and modernize the airport terminals is based on normal growth of passenger traffic which is forecast for the next decade. Part of an orderly and compatible regional Bay Area Airport System Plan the program provides the basis for planning and future development of SFIA. From a practical standpoint, the requirement to expand the SFIA passenger terminal complex and support facilities is already upon us. The 1973-74 traffic figure of 17.1 million exceeds the design level of the present facilities and indicates a continued growth of approximately 10 percent annually. The Airports Commission must go forward with a program to alleviate the existing passenger and motor vehicle congestion within the terminal complex and provide a suitable, convenient airport facility to the traveling public. The program we have adopted has been carefully developed with great regard to the Airport's obligations to the people of San Francisco and the San Francisco Bay Area. Environmentally, the line will be held and reduced on scheduled aircraft movements by using quieter, wide-bodied jets with increased passenger capacities. We are creating a master instrument runway of virtually 12,000 feet which will permit traffic routing programs specifically designed to reduce aircraft noise during take-off and landing procedures. Passenger and motor vehicle congestion within the terminal complex will be relieved when the new north terminal and attendant boarding areas now under construction are completed. The existing garage is being doubled in size while short-term, close-in parking is being provided close to the terminal roadway. The present inadequate boarding areas and piers are being replaced to accommodate the new wide-bodied jets. Our international passenger arrival and departure rotunda has been updated to provide San Francisco with the proper introduction point for those visiting Our Nation and the City. Major accomplishments in the near future will also include installation of the San Francisco International Airport Noise Monitoring System, which will permit the Airport to analyze qualitatively noise created by departing and arriving aircraft determining their compliance with the California Noise Standards. Completion of the $9 million Industrial Waste Water Treatment System will make the Airport's Water Quality Control System the first in the San Francisco Bay Area capable of complying with the ever more stringent requirements and standards of the California Water Quality Control Board. These projects are all designed to provide air travelers with a total-service, compact and modern airport facility, while minimizing impact on our environment. No additional property will be acquired by SFIA. Our development program must be accomplished within the present terminal complex area, making the task difficult to plan and program. As Director of Airports, it is my responsibility to design and complete the modernization of SFIA with a minimum of inconvenience to travelers. The program must be phased over a period of time to preclude interuption of operations. A comprehensive information program to alert the public of impending construction and changes is also required. Realizing that the end product will be a compact, modern and convenient airport of the future, I solicit your understanding and indulgence during construction, and appreciate your patience and support. Sincerely, William J. Dwyer Director of Airports SAN FRANCISCO INTERNATIONAL AIRPORT 415 / 761 -0800 Knowing of your interest in San Francisco International Airport, we trust this revised copy of PACTS, Questions and Answers about San Francisco International Airport will prove useful to you. If you have any questions regarding the contents of this booklet, please let me know. Warren D. Hanson Public Relations Officer.